Two-cycle internal-combustion engine.



v N B. A.MBYER. TWO OYGL E INTERNAL COMBUSTION ENGINE.

. APPLIQATION mum MAB. 2 2,1909. I Patented May 3, 1910.

4 sums-sum .1. 1

. ZN ENTOR E. MEYER. TWO-CYCLE INTERNAL COMBUSTION: ENGINE.

APPLIGATION FILEDMAR. 22. 1909. 1 Patented May 3 1910. SEE-BIT g.

3O the engine,-with part of the crankcase ERNEST A. MEYER," OF FR BEPORT, PENNSYLVANIA.

TWO-CYCLE INTERNAL-COMBUSTION ENGINE.

To allwhom it may concern:

.Be' it known that I, ERNEST A. MEYER, citizen of the United States, residing at Freeport, in the county of i-X'rmstrong and State of Pennsylvania,have invented certain new and useful Improvements in Two-Cycle Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable; others skilled in the art to which it appertains 'to make and use the same.

hiy inventionrelates to explosive or internal combustion engines of the two cycle type andconslst's in the. novel features here inafter describedreference being had to the accompanying drawings wh ch illustratetwo forms. in which I have;contemplated em bodying my invention and the invention is fully disclosed in the following description and claims.

In the drawings which illustrate my invention' applied to a two cylinder engine, Figure 1 represents a vertical transverse section of the engine taken through one of the, cylinders, and showing the pistons at the end of theinwardjstroke. Fig. 2 is a similar view showing the pistonat the end .of the explosion or outward-stroke. .Fig. 3

is avertical longitudinal sectional View of broken away and one cylinderremoved.

Fig. 4 (Sheet 1') is a bot om plan view of I similar tolFig. 1 showing a modification ofthe in vention, V v I is stated, l-haverillustrated my invention the stationary pistoirorrirsmg;"hereinafter referred te Fig.5. (Sheeiiljs' atop plan View of thelsameii; 6 is asectional view as applied to a two cylinder engine, but as each cylinder is independent'o-I' the other or others in operation, a description-of the const-ru'ction and operation-of a single cylinder willlbe'sulficient, and it will lie-understood that one or any'desired number -of cylinders maybe employed-as desired, by arranging the cranks on the crankshaft 1n such man ner a's-to secure the desiredbalan'cmg of the engine when in operation.

difi'ere nt diameters "and the moving piston Specification of Letters Patent.

Application filed March 22, 1909.

the explosion chamber 1,

- working in the pump chamber on the crank case. -The explosion c l at the inner end of the moving piston, is

Accordmg to my invention the engine cyl--. incier' is. formed with 'two co-axial parts 0 Patented May 3,. 1910. Serial No. 485,018.

is constructed with co-a-Xial portions of dif I ferent diameters to engage the same, and is further provided with an internal cylinder or trunk which is engaged by a stationary Piston. i U

In the drawings, .Figs. 1 to o-inclusive. 1

represents the smaller-diameter of the cylinder constituting the explosion chamber'and 2 represents thelarger diameter oftlie cyl- 111C161 constituting the outer wall of the coin .pression chamber or pumpco-axial there-- with. 3 represents the portion of the-moving piston of smaller diameter working in and 4 represents the larger portion" of the moving piston is hollow and the lower portion isturned as .at'5 so as to form an interiorcylindrical portion whichfits over the stationary piston or sleeve inner wall of the pump chamber, which as will be seen, is annular in form. The sta-.

tionary piston 6 is provided with a centralaperture 7, for the passage therethroughof the connecting rod 8, and the walls of the,

stationary piston are cored out to form a chamber 9, which is in'eommunication with two. segmental shaped apertures 10,- 10 at its lower end, and with a series of openings or ports 11, 1 1 in the-'outer'wal'l adjacent to its 2. The piston.

(S, the outer wall of whichforms the upper end; The. lower end oi thestationary piston is preferably provided ith an ,out-

wardly projecting flange 12, which is sup,

ported by the crank case, and extends outwardly'to the wall of .the larger diameter of the cylinder the latter being also supported amber I I 0.

provided with the .usual water jacket 13,

and igniter 14, and also'h'as its wall pro v vided witha fuel inlet port 15, and'janezgf haust port 16, preferab y located] opposite the inlet port and soarranged that it will be opened by' the Working stroke of the piston, slightly in advance of the fuel inlet port-. The piston-is provided with a deflector POI?- tion 17, at the-part'which is adjacent to the inlet port when the piston is at the endof its out stroke todeflect the incoming charge to; wa-rd thenpper' end of the cylinder; =Th', cylindrf'structure is provided on. the side" adjacent to the inlet port 15, with an exter or-.

wall 18, forming a charge I transferring chamber 19, in communication with the inlet port, and a charge transferring passage communicating at its upper end with the chamber 19 and at its lower end with an outlet port 21, which I term the transfer port opening into the pump chamber at the lower end of the same. The crank case is preferably formed in two sections although it may be formed in oneor more sections as desired. The upper art of the crank case, here indicated at 22, 1s provided with a flat top face to receive the cylinders and the stationary pistons or, sleeves, as before described, the crank case being shown 1n Flg.

2 as arranged to accommodate two cylinders of the kind previously described. The up per-part of the crank case is provided with apertures 23, .23 to accommodate the movements ofthe connecting rods 8, and is cored out around the said apertures as shown in Figs; 1, 2 and 3v to provide a chamber 24 which is separated entirely from the interior 'of the crank case, so that no oil can be thrown into said chamber from. the crank case. The upper face of. the crank case. is provided adjacent to each cylinder with segmental shaped apertures'25, 25 which register with the apertures 10, 10 in the stationary pistons (see Fig. 3) or sleeves, and thus lace the crank case chamber 24 in communication with the chambers 9,9 in the walls of the stationary pistons. The lower part 26 of the crank case is closed .and forms a receptacle for oil to lubricate the connections between the, connecting rods 31, 31 of the crank shaft 30, the-latter being mounted in suitable bearings 32 in the ends of the crank case, one of which bearings is shown in Fig. 3'.

In the form of engine illustrated in Figs. 1, 2 and 3, the explosive mixture is intrpduced into the crank case chamber 2-1, the crank case being provided on opposite sides with openings 27, 27, one of which 'is closed as by a plate 28, and the other connected with a.

pipe 29, 1eading from a carburetor or other supply'of explosive mixture, or fuel. 1

The operation of the engine will be del a 1 i 4 scr bed with reference to a single cylinder,

it being understood that the cycle of operations is the same in each cylinder. where more than one is employed. As the piston moves inwardly toward the extreme position which is illustrated in Fig. 1, a previously admitted charge is compressed intlre explosion chamher 1, anda partial vacuum is created in the ber'is then ignited and the piston moves compression or pum chamber 2, until the "port or ports 11 in' t e stationary piston or .60

sleeve is orare uncovered, when a charge of fuel rushes ,into the compression chamber 2. The revi'ous charge in the explosion chamoutwardly for its working stroke, the pump age instead of being portion of the piston closing ports 11 and compressin the fresh. charge inv the com pression c amber 2, and forcing it out through the transfer port 21, into the trans for passage 20,. and chamber 19. As the piston moves outwardly, the portion 3 of smaller diameter uncovers partially the exhaust port 16, permitting a partial escape of the exploded or burned gases, and then uncovers the inlet port and fully uncovers the outlet port, permitting the compressed fresh charge to rush into the inlet port, where it is deflected by deflector 17, toward the head of the cylinder, and sweeps out the burned gases. The next inward stroke of the piston causes the portion of the piston of smaller diameter to close first the inlet port and then the exhaust port and recompress the fresh charge, another fresh charge being drawn into the compression chamber 2 as previously described. The compresed charge in the explosion chamber is then ignited, and the operations follow in the cycle above set forth, there being an explosion at the end of each inward stroke of the piston.

In order to prevent the alternate compression and expansion of air on the outer or upper side of the portion of the piston of larger diameter the portion 2 of the cylinder of larger diameter is provided with what I term a breathing aperture 2 communicating with the atmosphere.

In Fig. 6 I have shown a modification of my engine in which the explosive mixture or fuel is admitted directly to the transfer pasadmitted through the 100 crank case chamber. In this figure-1011's resents the explosion chamber, 102 the compression chamber, 103 the portion of the piston of smaller diameter and 104 the portion of larger. diameter,'106 the stationary piston and 122-'-126 the crank case, all con; structedsubstantially as previously described except for certain details which I will now pointout. The transfer chamber 119 is preferably provided with a partition 119 in, line with the inner wall of the transfor passage 120, and an aperture-119" in the outer wall adjaccnt'to-the top of said portion which is connected by a pipe 129-with the carburetor or other source of explosive fluid or mixture. The inlet pipe or passage 129 is alsoprovided'with a check valve 129 which permits the ingress only of the explosive material or'fuel. Air only is drawn in (if at all) through the crank case chamber 124; and the walls of the stationary piston, and I may provide an additional air in-. let port 124 for admitting air to the compression chamber as hereinafter described, Where the port 124 isprovidcd, I may close both apertures 127 in the crank case, and rely entirely upon the port 124E for the admission of air if desired.

- ture or gas. This prevents the fresh charge diameters, a stationary'piston' within the stationary "piston, thereby forming an explovide'd with a fuel 'inlet port, and an exhaust an outlet port at its outer end communlcatmg r tu're. for the connecting rod, a chamber surthe explosive mixture. v pressed and transferred into the passage 120 chamber sufficient to bring the pressure In the operation ofvthe engine shown in I provided with an aperture fdr the connect- Fig. (i, when Working under full load conditions, the charge is drawn'in from pipe 129 and down through passage 120 to the pump chamber, on the inward stroke of the piston, and when the ports 11 (and 124). are opened no appreciable quantity of air will enter the compression chamber, as it will be filled with The charge is comand chamber 119, as previously described, the check valve 129 remaining closed during the compression stroke, and the cycle of the engine will be .as previously described. If, however, the admission of explosive chargethrough pipe 129, is partially cut off as by means of a cut off or throttle valve indicated at 129 a partialvacuum will be produced in the compression chamber 102 by reason of the explosive mixture not flowing in fast enough to equal the displacementof the pump portion 4 of the piston, and when the ports 111' (and 124) are opened, a quantity of air will rush into the compression thereinup. to that of the atmosphere. Thisair does-not at-once mix with the explosive mixture and on the compression stroke of the pumpportion of the piston, the gas or explosive mixture is forced up around the partition 119 into the chamber 119, and the air, practically pure, coming last 1s forced.

into the top of the transfer chamber, and rushes into the explosion chamber, when the inlet port'115 is opened, ahead of the m1xfrom becoming mixed with the burnt charge,

and precludes allfposs'ibility of back firlng. WVh'at I claim and desire to secure by Letters Patent is 1 1..-In a two cycle internal combustionengine,-t he combination witht'he cylinder provided. with co-axial portions of d fferent portion of larger diameter and. a moving piston having portions of d1tle1-ent d1a1n- 'eters working in said co a xial port ons-of the cylinder and a portion working upon the sion chamber at the inner end of the piston and a pump'chamberat the outer end of the piston, said explosion chamber being proportin its lateral walls,'openedand closed by the moving piston the pump chamber having with, theinletport of the explosion chamber, said stationary piston having acentral aperrounding 'Isaid aperture, :1 port at its inner end located in-its lateral wall and opened and closed by the pump portion of the mov-. "ing pistonpa crank case adjacent'tothe outer end of the cylinder and stationary piston,-

ing rod, and having a chamber (1 portion adjacont to said aperture, but separated from the interior of the crankcase, said chambered portion having apertmes communicating with the chamber in the stationary pistomand an inlet aperture at the exterior eters working in said co-axial'portions of the cylinder and a portion Working upon the stationary piston,- therebyforming an explosion chamber at the inner end of the piston and a pump chamber at the outer end of thepiston, said explosion chamber being provided with a fuel inlet port, and an exhaust port in its lateral walls, opened and closed by the moving piston, a transfer chamber adjacent to the fuel inlet port and communicating therewith adjacent to one end, said pump chamber havingan inlet port at its inher end communicating with the atmosphere and opened andclosed by the pumpportion of the moving piston, and having an outlet port atits outer end communicating with the transfer chamber by a transfer passage,

'sai'd transfer passage opening into the transfer chamber-at a point adjacent to the fuel inlet port,-a passage for admitting fuel to the transfer passage,'a check valve for the fuel admission passage and a throttling device for the fuel admission passage.

, In a two cycle internal combustion engine, the combination with the cylinder provided with co-axial' portions of different diameters, a stationary piston within the portion of larger diameter and a moving piston having portions of different diam- I eters working in said co-axial portions of the cylinder and a portion working upon the stationary piston, thereby formin an cx plosion chamber at the inner end of the piston and apump chamber at the outer end of the piston, said explosion chamber being provided with a fuel'inletiport and an ex-i haust port in its laterahwalls, opened and closed by the moving piston, a transfer I chamberadjacent to and communicating with the said fuel .inlet port, the" pump chamber having an outlet port adjacent to its outer end, a'transfer passage connecting said'outlet' port with the transfer chamber, means for adi'nitting fuel to the transfer passage, said stationary piston'hein; provided with an annular chan'ihor. and an inlet'port in its lateral wall adjacent to its inner end cmnmunicating therewith and adapted to he opened and closed hyihe niov-- ing piston, a crank case provided with a apettum communicating therewith.

chamber separate fg'o'm the interior, of the crank case and havmg openmgs on its up- In testimony whereof I affix my signature,

par face adapted to register with apertures in the presence of two witnesses.

1 1 i i 1 j m the annular chambered portion of the 'LRNIJSl MEYER stst-tidnm y="pist0n, said chambered portion \Vltnessesz cf the crank case having an-axterior inlet EDWARD H. WALLACE,

RALPH F. MEYER. 

